Coupling for train-pipes.



L. G. DANIELS & W. B. K-IRKPATRICK.

COUPLING FOR TRAIN PIPES.

APPLICATION FILED JULY 3| 1913.

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L. G. DANIELSL W. B. KIRKPATRICK.

coumm Foa TRAIN Papes.4 APPLICATION FILED JULY 3.1913.

Patented Aug. 29, 1916.

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@www1/ewes LANDIS G'. DANIELS AND WILLIAM IB. KIRKPATRICK, OIE" HIGH SPIRE, PENNSYLVANIA.

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`Application filed July 3, 1913.

To all whom t may concern:

Be it known that we, LANDIs Gr. DANIELs and VVILLIAa/r B. KIRKPATRICK, citizens of the United States, residing at High Spire, in the county of Dauphin and State of Fennsylvania, have invented certain new and useful lmprovements in Couplings for Train-Pipes; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

rlhis invention relates to pipe couplings, and more particularly to means for automatically closing the valves in the train pipes which communicate with the air brakes.

Ain object of the invention is to provide a train pipe with improved automatic coupling means for securely connecting and disconnecting the pipe section of one car with that of another..

Another object of the invention is to pro vide a system of levers on each pipe section, and means carried by the levers of one set to engage with the levers of the other set on the adjacent end of the pipe sections, or of the train pipe couplers.

A further object of the invention is to.

provide an improved form of valve adapted to be closed by the ,action of air passing through the pipe in which the valve is located.

With these objects in view, the invention consists in the improved construction, arrangement and combination of the parts of a device of the character specified, which will be hereinafter fully described, and afterward specifically claimed.

1n order that the construction and operation thereof may be readily comprehended, we will now proceed to fully describe our invention in connection with the accompanying drawings, which illustrate an approved embodiment thereof, and in which' drawings,

Figure 1, represents a vertical sectional view through the lower end portions of two adjacent cars, coupled together; and equipped with our improved pipe coupling which is shown in side elevation; Fig. 2, is a fragmental detail view, showing the adjacent ends of the prime actuating levers in engagement, or in closed position; Fig. 3, is a view of the prime moving end of one of the prime actuating levers, engaged with Specification of Letters Patent.

Patented Auw. 29, 191.6..

Serial No. 777,317.

one of the disks of the other prime actuating lever; Fig. 4, represents a fraginental detail view showing the adjacent prime moving ends of two of the prime actuating levers partially engaged with each other; Fig. 5, represents a longitudinal horizontal sectional view through the adjacent ends of two train pipe sections provided with our improved coupler, taken on the plane indicated by the broken line 5-5 of Fig. G; and, Figs. 6, and 7, and 8, represent detail cross sectional views of our improved valve,

in different positions.

Like reference characters mark the same parts in all the figures of the drawings.

Referring specifically to the drawings, 10, indicates the bottom of the car body, the end beams or buffers being indicated at 11, and the car coupler, which may be of any desired construction, at 12.

The vbuffers are apertured at 13 for the reception of the casingslt and 15, the outer end of the casing 14 being flared or funnel shaped, as at 16, while the outer end of the casing 15 is tapered, as at 17, so as to lit within the flared portion 16. The tapered end 17 has a rectilinear extension 18 formed thereon, adapted to fit snugly within a recess 19, formed within a coupling sleeve 20. In the end of the sleeve 20 opposite to the recess 19 isa valve casing 21,. screw threaded at 22 tothe sleeve 20. A valve ,23 is rotatably mounted within the casing` .21 by means to be hereinafter described. rEhe valve 23 is provided with a substantially semi-cylindrical portion 24- having substantially radial wings 25-formed o-n opposite sides thereof, while the valve casing is formed with a valve seat 26 having recesses 27 for receiving the wings 25. The valve 23 is also provided with a stem 28, extending from each end, and on each stem 28 is secured a curved lever 29, having an elongated curved slot therein, said lever 29 being in movable engagement with a second lever 30, through the medium of the boss 31 extending through saidslot, the second lever being in movable engagement with a primary actuating lever 32, by means of the bifurcated end 33 and the circular end 311 of the levers 30 and 32 respectively. rlhe lever 30 is pivoted at 35 to the casing 14:, while the lever 32 is pivoted at 36 to said casing so that when the lever 32 is swung on its pivot, the lever 30 must also be swung on its pivot, and the lever 30 aotuates the lever 29 and thereby actuates the valve 23. However, it is not essential that the levers 30 and 32 be swung their full distance before the valve closes, for, in view of the curvature of the lever 29 and its slot, the valve will be free to rotate independently of the lever after said lever has partially rotated the valve and when so rotated, the valve will be instantly closed by the pressure of air against the wing 25 of the valve.

By reference to Figs. 6, 7 and 8, it will be seen that the valve, in Fig. 6, is in open and balanced position, and that the plane which connects the outer edges of the wings 25 is offset or eccentric to the axis. of the valve member. Now, if the right hand wing in Fig. 6, be slightly elevated, while a strong current of air is moving in the direction of the arrow, the right hand wing 25 will be therebyV forced against the shoulder 27 of the recess 27, so as to elfectually close the valve, as shown in Fig. 7. If the air current be moving inthe o pposite direction, as shown by the arrow in Fig. 8, and the left hand wing 25 were moved from the position of Fig. 6, slightly in the direction of the shoulder 27, the valve will be further moved by the air into the position shown in Fig. 8.

In order to effect the movement of the levers and valves, as described in the foregoing, we have provided the actuating levers 32 with duplicate end connection heads 37, which are recessed at 38 and apertured at 39, and within the recess of each connection 37 is seated a segmental disk 40, rotatable on a pivot 41, mounted in the aperture 39. A stud 42 is fixed within the recess 38 and extends into an arcuate slot 43 of each disk 40, the arc through which thev disks are rotated being regulated by means ofthe studs 42 and the slots 43. Each disk is provided with a plain surface 41a which is considera'bly offset from the center of rotation thereof, so that the end connection heads'37 can not be moved out of engagedV position, as shown in Figs. 2 and 3, without moving said ends vertically, as shown in Fig. 4, so as to swing' the actuating levers 32, out of alinement, and thereby move the valves 23 in each pipe section, as described in the foregoing.

The foregoing action occurs when the train is uncoupling and the various levers are so constructed that the valves 23 will be opened and held in their open position when the heads 37 again come together and the disks 40 are fully interlocked with each other.

In order that the valve may be operated i by hand, we may provide any suitable form of actuating means, the form shown comprising a rack 44, a toothed-pinion 45 and .a hand-wheel 46, said toothed-pinion and hand-wheel being mounted on a shaft 47. By rotating the Wheel 46, the pinion 45 is actuated so as to move the rack 44 longitudinally and cause the lever 48 to swing upon the pivot 49 upon which it is mounted, the pivot4 50 connecting the lever 4S and the rack 44, and by the swinging movement of the lever 4S, through its connection with the lever 30 at the point 31 and at which point is also connected the lever 29, which lever is connected to the stem 28 of the valve 23, the valve 23 maybe rotated to an open position or to a position to be closed by the pressure of air thereon.

The main body 51 of the train pipe is provided with a flange 52 which engages with an annular flange 53, the latter being formed on an end of a housing or casing 54. At the other end of the housing 54 is an annular flange 55 which is seated in a recess 56, in the coupling member 21. A helical spring 56 is seated within the housing 53 and bears against the flanges 52 and 55. Members 21 and 51 may have relative longitudinal movement, the member 21 telescoping within the member 51 while the latter telescopes within the housing 54. The spring 56 tends to retain the members 21 and 51 in their normal positions, as shown in Fig. 5, but when the pipe sections of two cars are Coupled together, the spring 56 will be compressed, and when the train is heavily loaded or is ascending a heavy grade, so that the distance between the adjacent cars is increased, the coupling elements 20 and 21 will move outward with relation to the pipe section 51, so as to compensate for the continual changing of the space between the ends of the cars.

IVhile we have practically limited our description to the mechanism of the coupling on one end of a car and on one side of a coupling, it should be understood that the pipe section 51 is adapted to connect with the usual or any preferred form of air brakes and air pump (not shown), and that said pipe section 51 extends to both ends of the car and carries a coupling member 14- at one end and a coupling member 15 at the other and a system of operating levers on each side of a coupling. It is therefore obvious that in a train of cars provided with these improved train couplers, each car may be coupled with the adjacent car, as shown in Fig. 1. In case the car coupler should break, or two adjacent cars should from any cause become disconnected, the prime moving members 37 would be pulled apart, and in doing so, they would be swung vertically on their pivot 36, so as to start the valves 23, and at the same time, the compressed air in the pipes would start to escape through the separated coupling elements, thus setting up an air current which would actuate the valves as described previously herein.

When coupling the cars the air pipe coupler acts automatically to connect the air pipes and to turn on the air, thus doing automatically what is done manually with the present equipment. In case of a train coupling parting the air hose or couplings are not damaged but may be readily coupled as are the train couplings.

In the operation of the mechanism of the train pipe coupling for air brakes, the disks rotate on the pivot 41 and are limited to a quarter turn by the slot 43. When the valves in the air pipes are o-pen the disks are in the position shown in Fig. 3. When a rupture between the members 14 and 15 occurs the levers 32 are separated by a movement indicated at Fig. 4, the pivotal points 41 of the two disks being positioned one a little higher than the other, permits the disks to -begin rotating as soon as the parts 14 and 15 begin separating, which movement is continued until the disks have made a quarter turn when the line of contact between the two disks in the two levers has assumed a horizontal position when they become fully separated. Simultaneously, the end of one lever 32 has been slightly raised and the end of the other slightly depressed. rIhis motion of the levers 32, having been transmitted through the levers 29 and 30, to the valve 23, which, as soon as the rupture occurs, is actuated by the air pressure in the pipe, after having been slightly moved in its seat by the motion of the said levers, to a position which closes the air pipe and prevents the escape of the air from the train pipe as shown in Figs. 7 and S.

rIhe separation of the members 14 and 15 releases the air in the pipe between the two valves and the pressure of the air in the train pipes causes the valves to move to the point where the pipes are closed by contact with shoulder 27 by the wings 25. l/Vhen the cars are coupled, the ends of the levers 32 come in contact with each other, the two disks meet and as the levers move toward each other, the curve of the walls of the recesses 38 causes the disks to revolve on their pivots, simultaneously drawing the two ends of the levers into alinement and the disks into the position shown in Fig. 3. This reverses the movement and action of the levers and valves, moving the valves from their contact with the shoulder 27 to an open position.

Fig. 7 indicates the position of a valve on the right hand car of Fig. l and Fig. 8 indicates the position of a valve on the left hand car of Fig. 1 when the cars are separated. lVhen they are coupled up the valves on both ears are as in Fig. 6.

l/Ve do not limit ourselves to the exact details of construction, combination and arrangement of parts as herein illustrated and described, as changes and variations may be made therein without departing from the spirit and scope of the invention.

What we claim as new is:

1. In a train pipe coupling, a pair of coupling members comprising means for fitting the members together in air-tight relation, a valve seat formed in each coupling member, a valve in each valve seat, having a wing adapted to be moved by a current of air through the valve seat and thereby to move the valve into closed position.

2. In a train pipe coupling, a pair of coupling members adapted to be fitted together in air-tight relation, and a rotary valve seated in each coupling member and including an element adapted to be moved into the path of an air current through the pipe and adapted to be moved by said air current for closing the valve.

3. In a train pipe coupling, a pair of coupling members adapted to be fitted together in air-tight relation, a current actuated valve tted in each coupling member, and pivotally mounted actuating members coperatively connected with the valves and with each other for throwing the valves into position to be actuated by a current of air passing through the pipe.

4. In a train pipe coupling, a pair of coupling members fitted together in air-tight relation, current actuated valves fitted in the coupling members, and a system of levers associated with the valves for actuating the latter, segmental disks carried by said levers i ladapted to engage with each other and to move the levers on their pivots while being drawn apart or joined together and to co-act with the oth-er levers of said system for moving the valves into position to be actuated by an air current passing through the pipe and means to hold the said coupling members in operative-adjustment with the train air pipe concordant with the varying distances between the cars occasioned by the slack between the couplers when going up or down grade.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

munis" e. nANrELs. wiLLIaM n. kinkrafrnick.

lVitnesses:

H. M. KIRKPATRIGK, SUsIn KIRKPATRIGK.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

